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959 Ducati 2019 Used

USED 2019  Ducati 959 Panigale ABS (white)

  

    

     

 Sales Price!      $ 14,795. 00  

 Plus Fender Eliminator Kit, tax, title, tag, and doc fee.

  • 158 HP! 78 ft-lb Torque / Monoscocca Frame
  • V-Twin 955cc Double overhead cams
  • Desmodramic Valve Actuation
  • Adj Eng Brake Control / 3 Power Modes
  • 5” Seat Ht / 387 Lb dry / 3 Lvl EBC
  • 3-Levels of ABS Braking / 3-Level EBC
  • Quick Shift / 8 lvl Traction Control
  • Radial tires / Fully Adj Showa BP Forks
  • 5 Gal Tank / Factory Warranty Expires 4/25/2021
  • 1,665 Miles / Color:  Artic Silk White
  • Fender Eliminator kit w/LED T-Sig ($189)

$ 1,570.00  Down payment

$ 276.82  For   60 Mo.  @ 6.67 %

Financing Subject to credit qualification.

USED 2019  Ducati 959 Panigale ABS (white)

Like all the major players on the world stage, Ducati offers (relatively) street-friendly models in the 959 Panigale and 959 Panigale Corse for 2019. This pair showcases the Italian giant’s performance chops from the brushed-up stressed-skin structure all the way down to the newly-tuned innards of the 955 cc engine to compete against the other top-shelf, racebike-like offerings. Top-shelf electronics finish off the package to give them all the rider aids and safety systems you can reasonably expect at almost any price point, so you have a chance of keeping it dirty-side down while you raise your riding game.

The factory’s racing DNA is on display in the 2019 959 Panigale for consumption by us mere mortals in the general riding public. The “959” siblings borrow from their big brother the Panigale 1299, but with some subtle variations of their own. A newly widened front fairing and bubble screen lead the way with improved aerodynamics meant to maximize penetration and reduce drag along with the refurbished headlight arrangement that nevertheless maintains the aggressive “angry eyes” look typical of the family.

Since it’s a proper streetbike that allows for the option of racing instead of a full-on race machine, the 959 necessarily has to carry mirrors and turn signals, but the factory wisely combined those two features. Not only does that clean up the front end, but it also makes it easier to remove the weight they add for actual track days if you’re into that sort of thing.

The lateral air-intake ports were enlarged to make better use of the ram-air effect at the bike’s entry and get a cheap boost to the engine’s volumetric efficiency. Below the lights, a cowl scoop opens wide to closely engulf the front wheel and increase the all-up-front general look of the Panigale, and of course, it doubles as a shroud that forces cooling air through the radiator and engine compartment. The enclosure continues down to a full chin fairing and belly pan to leave quite a bit to the imagination and leave us with but a glimpse of the innards.

The 4.5-gallon fuel tank rocks a wide flange up top with a definite wane toward the rear in order to form a generous knee pocket and meet the narrow waist. Clip-ons pull the rider forward with high, jockey-mount footpegs to keep your training wheels out of the way — even with a knee/elbow down — and a deep-scoop saddle provides the fifth point of contact with an ample butt stop to keep the pilot in place. That last is of particular importance given the performance profile we’re dealing with here, but we’ll get to more on that later.

Since this is a bike that’s meant — more or less — for everyday use, the tapered tail comes with a pillion pad, and there’s a set of flip-up, billet-aluminum footpegs bolted to the subframe so you can share the fun with a friend. The taillight is recessed in the tip of the tail, but the blinkers and tagholder is mounted to a short mudguard that, like the mirrors and passenger pegs, can be quickly struck from the bike as a unit to pare down for race days. Oh, and it goes without saying that these Panigale’s are pure sex on wheels from an aesthetic standpoint.

Rather than going with the usual underframe support system, Ducati opted to use a monocoque structure that uses the body panels and engine as stressed units to arrive at its final rigidity. As you’d expect, that shaves quite a bit of weight off the final tally to put the base 959 at 387.2 pounds, and the Corse at 386.9 pounds, dry. Yeah, I know we don’t ride dry bikes, but that’s the metric we have to work with for now.

A die-cast, yoke-style aluminum swingarm finishes out the bones and contributes to the low weight as well with a 4 mm lower pivot point (versus the 899) and a 51/49 split on the weight distribution. The steering head sets a rake angle of 24 degrees with 3.78 inches of trail to make the Panigale downright eager in the corners, and both models come with a steering damper to take the edge off the kickback forces.

A set of 17-inch, light-alloy rims round out the rolling chassis with ZR-rated Pirelli Diablo Rosso Corsa hoops in a 120/70 up front opposite a 180/60, and the tires rock a three-zone, multi-compound construction that delivers the goods. Dual, Brembo monobloc M4.32 calipers bite 320 mm front discs with a 245 mm disc and twin-piston anchor to slow the rear, all under the Bosch ABS that comes as part of the stock equipment package and serves as the first line of traction insurance.